Variable speed transmission for airplane superchargers



0d. 4, 1949s. l.. E LA Emi; 2,483,977

VARIABLE SPEED TRANSMISSION FOR AIRPLANE SUPERCHARGERS Filed April 9,1943 4 sheets-sheet 1 INVENTOR 'LUDGER E. .LA BRFE ATTORNEYS oct.' 4,1949.

vVARIABLE SPEED Filed April 9, 1945 l.. E. A BRyE 2,483,977 TRANSMISSIONFOR AIRPLANEA S-UPERCHARGERS 4 Sheets-Sheet 2 INVENTOR LUQGER E. LA'BRIE 'ATTORNEYS FIG. 3

c. 4, i949. E. LA BRlE 2,483,977

VARIABLE SPEED TRANSMISSION FOR AIRPLANE SUPERCHARGERS Filed April9,1943 4 Sheets-Sheet 3 INVENTOR LUDGER E. LA BRIE Y @A21 fz/4,4 MM

ATTORNEYS 50ct, 4, 1949. L. @LA BRIE 2,483,977

VARIABLE SPEED TRANSMISSION FOR AIRPLANE SUPERCHARGERS Filed April e,1943 4 Sheets-Sheet 4 INVENTOR LUDGER E. LA BRIE ATTORNEYS Patented Oct.4, 1949 lUNITED xswraps VARIABLE SPEED TRANSSION FOR AIRPLAN E SUPERC- KGERS Ludger La Brie, Detroit, Mich., assigner to ChryslerCorporation,:Highiand Park, Mich., a corporation of Delaware Application April 9,1943, Serial No. 482,362

16 Claims. l

This invention relates to a variable speed transvmission for airplanesuperchargers and it has particular reference tothe provision -of mecha-1nism fordriving a-supercharger or other device -at various speedratioswith respect to the prime mover.

Air compressors-orsuperchargers are customwith'a relatively low increasein the weight of the total -power plant. However, due to theinherentcharacteristics of the supercharger, and

to the widely varying conditions under which the engine opera-tes, Iitisnot possible to operate the supercharger at one stated speed, or speedratio with respect to the engine, which'eifectivelysatisi-les all thedemands of service. Accordingly, it lhas -been proposed to devise a-variable speed 4transmission 'for such superchargers, gearing them tothe -en'gine in such fashion that the supercharger may be operated atone Speed durlingfone set -of service conditions, and at some otherspeed -ratio lwhen the conditions are a1- tered.

One of the factors affecting 'the conditions under which the -speedratio should be changed is the density of the air passing through thesupercharger for -delivery :to the engine. For example, if thesupercharger is initially designed to'deliver asuitableamount of air ata relatively high altitude, it is prone to deliver toomuch air at sealevel. This is due to the circumstance that the density of air variesinversely with the altitude, and therefore the mass of air delivered atany given rotor speed will decrease as the plane ascends.Otherfconditions are encountered when the -pilot should have completefreedom in selecting the speed ratio for the supercharger, and thereforea satisfactory transmission should be subject to adjustable andautomatic control.

The present invention looks forward to the provision of a transmissionparticularly adapted for the service just described, but also obviouslyadapted to other transmission problems wherein changes in the speedratio 'are desirable. Among the objects of the invention .are theprovision of mechanism which is quite compact and is also relativelylight so that it will add the least possible weight to the aircraft andwill occupy a minimum of space.

.Another object is to devise a satisfactory transmission which can beassembled as a substantially complete unit so .that it can be readilyreplaced'in the iield and with the limited amount f' of equipment sofrequently available at a military base.

Another aspect of this same general object is to devise the transmissioninto a number of sub-assemblies thereby expediting productionmanufacture for military or civil purposes, and moreover facilitatingrepairs to such parts of 'the unitary assembly as may become damaged.

Another object of `the invention is to provide 'in such a transmission,means for driving the supercharger at one or the other of twopredetermined speed ratios, it being unnecessary for present militaryduty to extend the ratiosbeyond this number.

In general, these and numerous oth-er objects attained through theprovision of a housing which is mounted gearing adapted to drive theimpeller -members of a hydraulic coupling,

which coupling in turn is connected to the driven shaft, that is to say,in this instance, the rotor shaft of lthe supercharge'r. Means areprovided to admit the hydraulic fluid to the coupling assembly in suchfashion that it is directed to one driving member but not to the other,and therefore, the driving members of the coupling, connected-atVdifferent speed ratios through the gearing, impart to the driven shaftdifferent speeds. Provision is also made whereby the pilot may selectthe coupling member through which the drive is taken and additionalprovision may be made for determining this condition in response totheexisting barometric pressure.

A typical and preferred embodiment of the invention is illustrated inthe accompanying drawings wherein: Y

Fig. `1 is -a side elevation, with parts broken away, of an airplaneengine having a supercharger disposed adjacent thereto and driven by thehereinafter described transmission.

.?Fig. V2 isla sectional view of a control apparatus which may beemployed for selecting the speed ratio either manually, orautomatically, or by -a combination of both.

Fig. 3 is a longitudinal section of the transmission looking down fromthe top of the device as shown in Fig. 1.

Fig. 4 is a detail view taken on the line o-- of Fig. 3 and illustratingthe connection of the main drive shaft to the initial elements of thegear train.

Fig. 5 is a Afragmentary section taken substantially along lthe `line5-5' of Fig. 4 to illustrate the admission lines for vthe Vhydrauliccoupling fluid.

Fig. 6 is a section onfth'e line --S of Fig. 3.

Fig. '1 is a section along the line 1-1 of Fig. 3 illustrating thehydraulic coupling construction in greater detail and further showingports for the removal of coupling fluid.

Fig. 2,8 is a view taken on the line 8-8 of Fig. 3 to illustrate theassembly and indexing of some of the transmission gears.

Fig. 9 is an enlarged section showing a hydraulic coupling membersubstantially identical with that illustrated in Fig. 3, but modifiedtherefrom to show a specifically different form of oil directing means.

Fig. 10 is a section on the line Ill-I0 of Fig. 9.

The power plant shown in Fig. 1 comprises an engine 20 having anoverhead crankshaft 2| which is revolved by the power developed in thevarious cylinders 22 to drive a propeller shaft 23 and a supercharger24. In this particular illustration the supercharger drive is taken fromthe crankshaft 2! through gearing 25 and a countershaft which, for thepurposes of this description may hereafter be considered as a maindriving shaft. The supercharger 24 is shown as being of the axial flowtype wherein air is inducted through an inlet 26 delivery to a scroll 21and thence into an engine inlet manifold 28. It will, of course, beunderstood, except as hereinafter noted, that the engine andsupercharger elements form no part of the present invention but havesimply been referred to in order to point out more fully one of the usesto which the invention may be put.

It will also be seen in Fig. 1 that the engine 20 and supercharger 24are spaced by a casing member including a housing member 3| and an endplate 32 abutting the rear end 33 of the engine block. The scroll 21 ismoreover within the connes of the housing 3|. So much of the apparatusconstitutes parts of the transmission mechanism shown in the remainingfigures and hereinafter described in detail. The housing 3| moreover hasmounted upon it a control unit 34 shown in greater detail in Fig. 2.

Referring to Fig. 2, the unit 34 comprises a substantially rectilinearhousing formed with a duct 36 in which is mounted a valve member 31. Anangularly disposed duct 38 communicates with the duct 36 through alateral 39, to provide a means for admission of hydraulic fluid underpressure from an extraneous source, such, for

example, as the engine crankcase. The duct 39 communicates with areduced portion 4| formed between the ends of the valve member 31 and,depending upon the position of the valve, with one or the other of twooutlet ducts 42 or 43. These ducts in turn are connected to thetransmission by tubing 44 and 45.

It will be noted that the inlet duct 38 is also in communication withthe ducts 42 and 43 through branch passages 46 and 41 respectively,which by-pass the duct 36 and the valve member 31, but are choked byplugs 48` and 49 formed with comparatively small apertures. As thisdescription proceeds, it will be pointed out more fully that workingfluid is supplied to the transmission through either of the conduits 44or 45 in order to effect the desired speed ratio. However, it isdesirable for lubrication and cooling purposes to have some fluid flowthrough the other of the lines 45 or 44, and for this reason theby-passes 46 and 41 have been provided. The restricting plugs 418 and 49permit a very small flow of uid into the then inoperative part of thetransmission in order to supply lubricant,

but the ow is not suicient to create any effective driving connection.

The valve unit 31 is connected by means of a threaded stem 5| and clevis52 to a lever arm 53, pivoted by a pin 54 to an adjustable support 55which is threaded into the upper wall of the unit housing. The oppositeend of the lever is formed with two contiguous arcuate sections 56 and51, one of which is in engagement with a roller 58 mounted on a leverarm 59 which is pivotally mounted within the unit 34. The adjacent wallof the unit is formed with a boss 6| on which is mounted a cam 62 whoselift surface contacts a slide 63 resiliently engaging the lever 59through an interposed spring 64. The cam 62 is manually operable by thepilot through an associated lever 65 and suitable linkage (not shown).When the lever 65 is pulled to the left as viewed in the drawing, thelift surface of the cam 62 will compress the spring 64, thereby makingmovement of the lever 53 more difficult because of the force exerted bythe roller 58 against the arcuate faces 56 and 51. On the other hand,when the lever 65 is swung to the dotted line position, the slide 63 maymove outwardly thereby reducing the resistance.

The unit 34 also contains a sealed bellows 61 which is evacuated toplace it under a sub-atmospheric pressure and which contains a spring 68urging the bellows to an extended position. The upper end of the bellows61 is also connected to the lever arm 53 through a stem and clevisconnection 69. The vent 1D communicating with the atmosphere permitsbarometric pressure to be exerted at all times on the bellows 61 inopposition to the urge of the spring 68. It will thus be seen that anadjustment may be made between the springs 64 and 68 so that the spring68, for any given setting of the lever 65, will snap the lever arm 53 tothe upper or dotted line position when a predetermined altitude isreached.

Since such movement will change the flow of pressure oil from the inletduct 38 and line 45 to the line 44, it will thus be seen that thetransition from low to high speed ratio may be effected under adjustableautomatic control.

Referring now to Fig. 3, there is illustrated at the left the end plate33 of the engine block, the housing 3| vand the end plate 32 heretoforereferred to, as well as the oil supply pipes 44 and 45. The end plate 32is substantially circular and is made to abut the wall 33 lbeing securedthereto by suitable bolts (not shown). The housing 3| is generally of adome shape with a circular pad 1| at the end thereof to abut against theend plate 32. The opposite or smaller end of the housing 3| is formedwith a shouldered pad 12 receiving the end of the supercharger rotor andstator assembly, designated by the numeral 24 in Fig. 1. It may be notedin passing that this supercharger assembly includes a rotary hub 13carrying a plurality of rotor blades 14, one stage of which may rojectwithin the outline of the housing 3 The assembly 24 moreover carriesinter-spaced stator plates 15, so that, as the rotor hub 31 is turnedover, air will be inducted through the scoop 26 for compression anddelivery past the last stage of blades 14. Bolts 16 secure thesupercharger 24 to the end wall 12 of the housing 3|, and it Will beapparent that upon removal of these bolts, the supercharger assembly maybe withdrawn intact. The scroll 21, which receives the superchargerdelivery for transmission to the manifold 28, is, however, formed withinthe confines of the housin g 3|. This construction involves theinclusionof `linternally formed rwalls e151 :and 18 which are fsupportediwithinthe ehousing :131 1 by .a series .f of website "Ilhcclearfspacedeiinedbythetinternal tnaceof-:themall 1 is utilized .to .support one ofthe sub-.assemblies-of the :transmission (particularlyxthe hydraulic.coupling) Kassvill hereinafter he.moreffully pointed. out.

The; Bndplate 2= is .formed with a central. aperture 8l in. line :withthe axis.` ofitherotor 113-of the supercharger :24. yThis-@aperture isiitted .with-.a liner B12 and Va. bearing. 8f3 provided yvvithrecessedportions .andoil ports .which will. be. referredy tozin detail:hereinaften in connection .witha discussion-oftheoil admission system.'.The bearingf rotatably receives azhubrBlLof amain driving or step-upgear l185. `'Ihe-.hubl34a-is internally'splined to .receive thezisplinedendif/36 of .a work-i shaft, in this :case the ,driving ...shaftIleading .from lthe engine 20. Referring in this connection toFiguresfi. and 5,.it will be notedithat some of the spllillesfonv thesha-ft .85..are cut away,;as indicated bythe reference numeral .8.1.`Thesecut-away portionsprovideducts.for 'flow of .hydraulic duid,andgthis ffeature vzilllalsofbereferred. to ata later and moreappropriate-point. The drive shaft ,8S i

szttediwithinthe splinesoftheghub 8e byend- Wise movement, so @that theentire :transmission unit may 'be `readily'withdrawn from the crankcasewa11t33. Thehub84 is .rotatably secured Withnthe'bearingzdiby ,asuitableloclenut and end;thrust.Washerassembly.

'.Thegear 185 transmits -power .tcapair ofdiametrically.-opposedfcomplementary gears si .constantlyimeshingwiththe gear .85 and also rotatably :mountedon the. endplate :32. 'Thegears f,

9.1 in .turn are rotatably .connected to a pairof steppedrtransmission.gears Siand 9,4 respectively. The ...gears 93 fand .r9.4are in -mesh .with coupling .pinions 195 and 96 respectively, .which.pinions are -alsorotatably mcuntedin alignment .with therotor 113andthe driveshafts. 'lihegears 95 and :9.6, fhowever. are .not mountedon :the end plate 32. Y.

Theendplate 32 is provided withsdiametrically opposed aperturesiSl, ineach of `whichis `fittedfa bearing lrace 98 for ;partially .supportingthe .gear sets ;.9I,i93,-and 9.4. The Eplate 32is.also.provided,inithegsame line, with bossesfflwhich .align with lugsllll .Olla carrierplate.lQLoVerlying the gear 85. The gzbosses B9 .and .lugs lill .are.centrally rea-med to receive vhollow dowels H13 whicheffect accuratevalignment of `,the .plate .I l2 with respect to v the plate :32. :These-dowels in turn receive thIQllh bolts :H34 .and 4suitable -securing nuts{B4-A. -When @the gboltsare .pulled up -there :is .no danger o fmi-salignment, ,as might bethe case if thegdowelsweremot employed.

`ihe plate M12 -is formed with apertures 16.95 receiyingbearingraces iinline with'the races .91. The vinner race for these bearingszis made apart ofthehub'l forthegearyi. Thishub isihollow, and it ftelescopicallyreceives :another hollow hub Hi8 which-is integral ywith'a Weblilifortheftransmissiongearsfa and 94. kEach hubfiziiland lis formedatone end portion 'with internal splines which mate with complementarysplines 'formed at-theends o f a couplngrod HI. This ,rod is securedagainst axial displacement by nuts M2, and, .through fthe en d splined:connections to the two hubs causesthe web |9 to rotate iin unisonwithithe gear-,91.

AThe sears .9.3 and 9.4 maybe generated from ring rblanlgs, the ring fli4 lfor l,the gear -9,3 being ier-med witnanzannular shoulder 111.5,.adapted t lap tha riphery .lt of :the web 1.09. w.frheblank 6 forthegear :94 may-be fforrnedmith-.anf offseteinternal ring .H51 adaptedto :flt .snuglyfaroundthe oppositesuriace of the shoulder H15.fI'husnthe two gear rings are both mountedon a common web, but .are yoffset fromeach otherso. astoprovide the necessary clearance,and'to.-enable:these gears tooperate inthe usualmanner of' steppedgears. Since the :gears 931and 9.4i .run in unison, and in constant meshwith the pinions "1&5 and '9.6,= itis desirable to. provide vsomeeffectivemeans for. indexing these gears at .the timethe transmission isput together. Referring concurrentlyi-to Figures Band 8,.it will benoted thatibothagear ringsare secured to the web im@ bymeans ofrladiallyspaced bolts :.l i8 and .l i9. Theholesifor these'bolts-arecircumferentially slotted as indicated by the reference numeral IZI inFig, :3. 4When the ring gearsare assembled on the web, eitherorfbotnrings may be rotated so-that'the teeth are properlyindexedandaligned for running engagement with theteeth of therpinionsa95andthereby to eliminate binding and clashing. Proper adjustment willmoreover, assurethe division. of the load substantially equally betweeneach pair of gears S3 and 9d, thereby eliminating excessive bending.stress on the bearings andthe quillshaftji l l.

From the foregoing .description-it lwill .beaseen that the end plate .32,carries with it,.as a subassembly, all ofthe transmission gearingnecessary to transmit power fromthe .work shaft toithehydrauliccouplingunit. of the mechanism, thus, when the transmissionisremovedifromthe engine, the end platei32-may1be withdrawniby endwisemovement, to carry with it'the gears adi, 9,3 and e4, together with thecountershaft -construction mounted between the bearing apertures gland105. ,It .will also bencted that the'transmission gearSS vis ofV.greater diameter :than the gear 94,'thepinionf95 being of course, ofvsmaller diameterthan the pinion ,95. Thegear limay, therefore, readilyclearthe teeth. of the pinion 295 during assemblyor disassembly.

The hydraulic coupling sub-assembly. comprises a .casing or sub-housing.25 which is 4mounted within therrecess defined by the internalwall'=18. This housing is formed .with anapertured shoulder .|26 mountedin an aperture .l2-1 centrally formed inthe end portion ofthe wall 18,and therefore in alignment with the shaft and-another -iwork shaft, ordriven shaft, 1.28 which is directly connected to the supercharger.rotor The coupling housing .E25 is also formed witha pair of spacedoutstanding lugs vl29,.best shown in Figures :land 9. These meet theinternal wallof the main housing 3| .at a point obscured bysthe gears93fand Q13, as shown in Fig..3. Therefore, these lugs do not appear inthis Alastmentioned figure. However, vit will be apparent thatthepurposeof the lugs 129 Ais to support the subhousing |25 within the mainhousing 3l, zand, at the .same time, avoid interference .with thecompact gear train carried by the end plate 32.

The housing 1.25 has one open end in which is mounted an end plate le!formed with va centrallylocated aperture 32 in line .with the aperture.126. These apertures respectively receive bearing bushings 133 and i3dfor supporting the elements of the hydraulic coupling.

`The coupling comprises a runner element Y35 formed with spaced hubsr135 and i 31 respectively mounted in the bearings .B33 :and .134. Therunner .135. is also provided with spaced radial por-- tions .If38 and.I39each of which .receives-aseries of .bucketsor .turbine yblades .MU.and -M-l l.respectively. These radial portions merge into upstandingperipheral portions |42 and |43 which abut the common spacer plate |44provided with a web |45 extending inwardly toward the coupling axis. Thetwo sections of the runner structure and the plate |44 are formed withaligned axially disposed bolt holes to receive cap screws |46, some ofwhich are entered from the right, and others of which are entered fromthe left, thereby the better to secure the runner assembly against theforces encountered in its high velocity rotation.

. The hub section |31 of the runner assembly extends beyond the housing|25, and it is internally splined to receive the splines |41 on thedriven shaft |28. It will, therefore, be observed that the superchargermay be rmly coupled to the transmission by endwise movement, and thatsuch connection may be readily broken when it is desired to disassemblethe power plant.

Power is transmitted to the shaft |28 in a highspeed ratio from thedriving shaft 86 through a sleeved jack shaft l! which extends from thepinion 95 through the housing |25 and is rotatably mounted within therunner hub |31 by a bushing |52. The opposite end of the sleeve |5| isformed with a trunnion |53 rotatably supported within the hub S4 of thegear 85 by a bushing |54 (see Figures 3 and 4). Within the sub-housing|25, the sleeve I5! is tted, by means of a splined connection, with animpeller |56 formed with Vanes |51 which are operatively positioned withrespect to the blades |4|. This mounting is effected by means of ashouldered portion on the sleeve |5| and a lock nut assembly |58.Rotation of the pinion 85, through its engagement with the gear 93,therefore causes rotation of the impeller l5?, and the transmission ofpower through the buckets I4! whenever hydraulic uid is supplied. Asecond sleeve |6|, forming an eX- tension of the hub portion of thepinion 96, is telescopically mounted around and in spaced relation tothe sleeve |5| by means of combined radial and thrust bushings |63 and|64.

The sleeve |6| receives an impeller formed with a hub |65, which issplined and secured to the sleeve, and which is contiguous with a vaneportion |66 operatively disposed with respect to the buckets |48. Uponrotation of the gear 96, the impeller vanes |66 will, therefore,transmit power to the runner assembly |35, 'and thence to the drivenshaft |28, whenever hydraulic fluid is supplied to this pair of couplingelements. Due to the speed differential occasioned by the relativediameters of the pinions 95 and 96, it will be noted that the impeller|65 revolves at a lower speed than the impeller |51. -There is,therefore, a speed differential between the sleeves |5| and I6 I, whichis taken care of by the bearing surfaces provided in the bushings |63and |64. Depending upon the amount of working uid supplied to thecoupling members, the driven shaft |28 will, therefore, be rotated at arelatively low speed when power transmission takes place through thebuckets |48, and at a higher speed ratio when transmission occursthrough the buckets |4|.

Working fluid is selectively supplied to the coupling pairs S56-|48 or|51- Ml by hydraulic iuid entering the transmission assembly through thepipes 44 and 45. Referring to Figures 3, 4 and 5, it will be seen thatthe end plate 32 is provided with two cored radial ducts |1| and |12which lead to aligned apertures formed in the liner 82 positioned in theaperture 8|. As previously noted, the high speed connection is takenthrough 75 the pipe 44 and therefore the duct |1l, while the low speedconnection is taken through the duct |12 from the pipe 45. The bearing83, positioned in the liner 82, is formed with two diametrically opposedcircumferentially extending slots |13 and |14, respectivelycommunicating with the ducts |1| and |12. One wall of the groove |13 isformed with a series of piercing apertures |15 communicating with aninternal groove |16 formed on the inner surface of the bearing 83. Thegroove |16 in turn is lined up with holes |11 formed in the hub 84, andin communication with the splined section of the hub and shaft 86through a relief portion |18. Oil may therefore ow through the bearingand hub and through the ducts formed by the removed splines 81, intoanother internal circumferential groove |19 and thence through apertures|8| formed in the end of the shaft 86.

The interior of the shaft 86 and the sleeve |5| receive a telescopingtube |83 having enlarged ends which flt snugly against the bores 0f theshaft and sleeve, but provided with a reduced central section to provideclearance and a fluid passage for a substantial portion of the length ofthe sleeve |5 I. Oil passing through the port |8| flows inside of theconduit |83 by means of aligned apertures |84 and thence internally ofthe conduit |83 to the right hand end of the sleeve |5I. Thedistribution of the oil passing through the conduit |83 and sleeve |5|to the hydraulic coupling element pairs may then be effected in any oneof several ways. One form is shown in Fig. 3, while a specicallydifferent form is shown in Fig. 9. In Fig. 9, the oil enters a blockedend portion |85 provided, as shown in Fig. 10, with three radiallyextending ducts |86 projecting inwardly from the internal wall of thesection |85, and aligned with ports |81 in the hub portion |56 of theimpeller member |51. Due to the projection of the ducts |86, the oilmust reach a certain depth in the bore |85, before it can enter theregion between the coupling elements |51 and |4|. At the same time, someof the oil wi11 flow to the extreme end of the bore |85, and thence,through aligned radial holes |88, |89 and |9I, to the bearings |34 and|52. The oil so delivered to the bearings, of course, acts as alubricant and coolant, and it then ows back into the coupling pairsthrough axially extending ducts |92.

In Fig. 3, the tube type of duct structure |86 is not employed, but allof the oil iiows in through the bearing structure as best illustrated inFig. 6. Otherwise these bearing constructions are substantiallyidentical. In Fig. 3, the working fluid, after performing itslubrication function, is directed to the space between the impeller |51and the turbine |4| by means of a baffle |95. In Fig. 9, two bailles areemployed, a baille part |96 being connected to the member |4l, and acomplementary baille |91 being connected to the impeller |51. Therunner' |4| in each case is provided with an escape port |98 for therelief of liquid not diverted by the baille arrangement, and it isreturned to the oil pumping system in a manner hereinafter explained.

In order to trace the flow of oil to the low speed coupling pairIE6-|48, reference may again be made to the duct |12 which supplies thehydraulic uid to the circumferential groove |14. Oil entering thisgroove flows through suitable holes to an internal groove 28| spacedfrom the groove |16 and from the collector groove |19 by an internalportion of the bearing 84 in Contact with the end of the shaft 86. Thegroove 28| communicates with ports 202 formed in the hub 82, and whichin turn lead to the space between the conduit |83 and the inner wall ofthe sleeve Oil entering this space lubricates the bushing |63 throughsuitable holes 204, and then flows through ports 203 formed in the innersleeve 5|, to a space 206 between the inner sleeve and the outer sleeve|5|. Here the oil finds a duct 201 in registry with the hub portion |3t`of the runner |40, and it may flow axially of the impeller underneath abale 208 to the space between the impeller |65 and the runner section|40. The duct 201 also supplies oil to a hole 209 for the lubrication ofthe bearing |33. Any oil not directed to the coupling pair is removedfrom the rotating system through one or more ports 2|| for drainage intothe housing |25.

It will accordingly be seen that, depending upon the position of thecontrol valve 31, the hydraulic iiuid is admitted to one or the other ofthe pairs of coupling elements, lubricating and cooling the bearingsduring its passage from the pipe 44 or 45 to the related couplingportion. It wil1 also be recalled that the control valve assembly 34 wasprovided with means to ley-pass a limited amount of oil into the blockedhydraulic line. Thus, the oil will flow freely to either the couplingpair IE6-|40 or |51-|4|, depending upon which line is open, but a smal1amount of oil will nevertheless flow to the other pair, thereby toassure proper lubrication and cooling.

The oil will, of course, leak into the sub-housing |25 through the holes|98 and 2| I, and it will also escape between the coupling pairs and bethrown by centrifugal force against the inner surface of the runnersection |35. Accordingly, the portions |35 and |39 are each formed withapertures 2|4 and 2|5 which communicate with tangential slots 2 5 formedin the end faces of the central portion |44. All of the oil collectingwithin the housing |25 is drained to the bottom of the main housing 3|through openings 2 I8 formed in the casing |25. This oil may be returnedto the crankcase or other source through any suitable return line andpumping system, not necessary here to be illustrated or furtherdescribed.

It is believed that the purposes and mode of operation of the severalparts has been made clear as the detailed description has progressed,and therefore only a brief summary is indicated. The power shaft 86causes rotation of the gear 85, and thereby concurrent rotation of themeshing gears 9| and attached spur gears 93 and 94. These in turn, bytheir meshing engagement with the pinions 95 and 95, drive the twoimpellers |51 and |66 at all times. The control mechanism suppliesworking fluid to one or the other of the impellers and its associatedturbine, in such quantity as to cause the runner assembly |35 torevolve, and with it the driven shaft |28. At the same time, an amountof oil, insufficient to effect any coupling action, is admitted to theother pair for cooling and bearing lubrication purposes. When the valve31 is reversed, the coupling pair theretofore in service will drainwhile the coupling not previously in service is filled. There will be asmall time interval during the draining of the one and the filling ofthe other when transmission will be effected at some intermediate speedvalue, thus enabling the mechanism to change the speed ratio in a smoothmanner. Any speed differential between the impellers |51 and |66, or anychange in speed of the runner assembly |35, is of course, taken care ofby the several bearings which permit relative rotation at what- 10 everdiierentials are imposed by the existing working conditions.

It will also be recalled that the entire transmission can be assembledand shipped and installed as a self-contained unit and it will be seenfrom the foregoing description that the gearing can be handled as asub-unit, while the coupling assembly itself within the housing |25 alsoconstitutes a self-contained sub-assembly or unit.

Although the invention has been described with respect to twoembodiments only, it is not intended to limit the invention specificallyto the illustrated forms, but rather to encompass within its scope ofall those modifications and variations within the purview of thefollowing claims.

I claim:

1. A variable speed transmission comprising a housing includingtransmission gearing and a hydraulic coupling, said housing being formedwith aligned openings at opposite ends thereof, a concentric axiallyextending wall formed Within the casing around one of said openings, ahydraulic coupling casing mounted within said wall, said casing beingformed with a driven shaft connection concentrically positioned in saidone opening, said casing being further provided with means forsupporting a pair of rotatable telescop-ing sleeves, said sleevesprojecting from the casing at the opposite end thereof and toward theother opening of the housing, pinions of different size mounted on saidsleeves, the larger of the pinions being 1ocated adjacent the casing, adetachable end plate for the other opening of the housing, said platebeing formed with an opening adapted to receive a drive shaft, gearingincluding countershaft gears mounted on said end plate and extendinginto the housing therefrom, said countershaft gears comprising gearsmeshing with said pinions, and adapted, upon assembly or disassembly, tomove longitudinally thereof, and means for securing the end plate to thehousing, whereby upon assembly or disassembly, the end plate andtransmission gears may be removed as one unit, and the hydrauliccoupling and pinions may be removed as another unit from the housing.

2. In a variable speed transmission, amain housing having an open endand an end plate to cover said end, said housing and plate being formedwith apertures adapted to receive driving and driven shafts, asupporting wall within the housing, a sub-housing mounted on thesupporting wall, a self-contained hydraulic coupling in the sub-housingand having an element entering the aperture of the main housing foraxially detachable driving connection with one of said shafts, a bearingmounted in the aperture of said end plate, a gear mounted in saidbearing, a second bearing supported on said plate on the inner facethereof, additional gears drivingly connected to said rst named gearmounted on said second bearing, a hollow driving sleeve extending fromvthe sub-housing toward said additional gears, pinion means on the sleevefor axially detachable driving connection with said additional gears,whereby the end plate and gears carried thereby may be readily removedas a unit from the housing and sub-housing, and duct means formed in theend plate and communicating with the hollow sleeve to provide a fluidconnection from the exterior of the housing to the hydraulic coupling.

3, In a transmission, a main dome-shaped housing having an open end anda centrally positioned aperture formed at its opposite end, an internalconcentric wall formed in the housing Contiguous with said apertured endand extending axially toward said open end, a concentric pad formed onthe exterior of the housing at the apertured end thereof, whereby saidhousing may be brought into abutting relationship with a mechanism to begeared through the transmission, a hydraulic coupling mounted within thespace defined by said internal concentric wail, said coupling includinga rotative element aligned with said aperture and having a splinedportion for engagement with a complementary portion of said mechanismadapted to abut said pad, the open end of the housing being formed witha concentric pad, an end plate for said open end formed with a centrallydisposed aperture, a splinedvelement mounted in the aperture and beingadapted to engage a complementary portion of another mechanism gearedthrough the transmission to the urst mechanism, gears mounted on theinner face of the end plate in driving relationship with said last namedsplined element, said gears including members meshing with a secondelement of said coupling when the plate and coupling are assembled inthe main housing, and fluid duct means extending through said plate intosaid coupling to supply working uid thereto.

4. In a transmission including a main housing having a couplingpositioned therein and carrying axially located driving pinions, an endplate for the housing and having a centrally located bearing aperture, atransmission gear having a hub journalled in said aperture, a Secondbearing aperture formed in said plate and radially `positioned outwardlyfrom the central aperture, a bracket member mounted` -on said plate andformed with a bearing axially aligned with said second bearing aperture,a hub journalled in said second bearing aperture and said last namedbearing, a gear carried by the last named hub meshing lwith saidtransmission gear, and stepped sii gears carried by said hub and meshingwith the driving pinions.

5. In a transmission having a main housing containing a coupling member,said coupling member including driving pinions axially aligned withinthe housing, an end plate for the housing having a centrally positionedmain shaft bearing, a transmission gear having a hub journalled in saidmain bearing, a countershaft radially spaced with Vrespect to the mainbearing, said countershaft carrying a pinion meshing with thetransmission gear and stepped gears meshing with the driving pinions,means for rotatably supporting said countershait comprising a `bearingmember in said plate, a bracket overhanging said plate and including asecond bearing member for the countershaft, said bracket having a bossengaging the plate, aligned apertures formed in the Iplate and boss,tubular dov/els positioned in said aligned apertures to center saidbearings and gears, and securing bolts connecting the plate and bracketin said dowels.

6. In a transmission having a housing for a coupling including pinionelements, and an end plate, a countershait mounted on the plate, a gearweb carried by the countershaft, a pair of gear rings carried by the weband meshing with said pinion elements, said gear rings having differentdiameters, and rotatably adjustable connecting'members securing said-weband rings together for conjoint rotation, said adjustable connectionpermitting the indexing of the teeth of the gear rings to each other forconcurrent meshing with the pinions.

7. In a hydraulic coupling, a main housing having an-endplate, gearingincludinga transmission gear disposed on the end plate, ahydrauliccoupling having a plurality of impellers and .complementary turbinesmounted in the housing, a pair of telescoping sleevesrespectivelycarrying said impellers extending from `the coupling for drivingconnection with elements of said gearing, said sleeves and transmissiongear beingl axially aligned, a conduit extending 'from the hub of thetransmission gear into one sleeve, ducts formed in said sleeve to conveyfluid to'itsimpeller, a fluid connection from said hub exterior of theconduit for conveying viiuid to the rother sleeve and its connectedimpell-er, supply vducts on said end plate respectively communicatingthrough said hub with the interiorandexterior of said conduit, and meansfor supplying working fluid to said supply ducts and thereby selectivelyto said impellers.

8. In an assembly comprising a housing open at one end; and a couplingunit contained-therein and including rst and second gears, a drivenpart, and means for selectively clutching the first gear orthe secondgear with the driven part; the combination therewith of a unit removablefrom the housing forproviding access to the coupling unit and comprisingan end member closing the open end of the housing and means 'fordrivingly connecting a driving shaft to the coupling unit, saidconnecting means being'mounted on the end member within the housing andcomprising a third gear adapted to be mounted upon and drivinglyconnected to said shaft, a fourth gear meshing with the -third gear, :afth-gear meshing withthe xrst gear, a sixth gear :meshing ywith :thesecond gear, and means securing the fth and sixt-h gears to ."the fourthgear .in axial alignment therewith.

:9. 7in an assembly comprising a housing open at one end, a driving partat the open'end of the housing, a driven part at the other end of thehousing, `an end member closing the open end of the housing, a couplingunit positioned within the vhousing and including arst gear anda secondgear larger than and .farther lfromthe open end of the Ihousing than therst gear and means selectively drivingly associating .the rst .gear orthe second gear with the driven part, and means drivingly connecting thedriving part andthe couplingunitand 'comprising a third gear adapted tobe mounted on and drivingly connected to the driving part, a fourth gearmeshing with the thirdgear, a fth gear meshing with the iirst gear, ,asixth gear meshing with the second gear and being smaller vthan andrfarther .away from the open'end ofthe housing than the fifth gear,r

and means associating the fifth and sixth-,gears in vdriving associationand axial alignment with the 'fourth gear; the 'combination vwith theend member and the connecting means, of .means mounting the connectingmeans on the end member of enabling the end member and the connectingnfieans to be removed as a unit for providing access within the housingto the coupling unit.

l0. In the assembly specified in claim 9, the means mounting theconnecting means on the end member including a supporting member for thefourth, fth and sixth gears secured to and spaced from the end memberwithin the housing and extending between -the iourth'a-nd Iiifth gears.

11. In the assembly specied in claim 9, the means mounting theconnecting'meanson. the endA member including a supporting membersecured.

to and spaced from the end member within the housing, `aligned bearingsformed in the end and support members, a first hub drivingly carryingthe fourth gear and journalled in the bearings, and a second hubcarrying the fifth and sixth gears in driving relation and drivinglysecured within the rst hub.

12. In the assembly specified in claim 9, the means mounting theconnecting means on the end member including a supporting member securedto and spaced from the end member within the housing, aligned bearingsformed in the end and support members, a first hub journalled in thebearings and drivingly carrying the fourth gear between the end andsupport members, and a second hub drivingly secured within the rst huband drivingly carrying the fifth and sixth gears at an end inwardly ofthe support member.

13. In the assembly specified in claim 9, the fifth and sixth gearsbeing formed as rings, the means mounting the connecting means on theend member including a supporting member secured to and spaced from theend member withinl the housing, aligned bearings formed in the end andsupport members, a rst hub drivingly carrying the fourth gear andjournalled in the bearings, and a second hub drivingly secured withinthe rst hub and having a web formed integrally therewith drivinglycarrying the fifth and sixth gear rings.

14. In an assembly comprising a housing open at one end, a driving partat the open end of the housing, a driven part at the other end of thehousing, an end member closing the open end of the housing, a couplingunit positioned within the housing and including a casing, a. firstgear, a second gear larger than and farther from the open end of thehousing than the first gear, both gears being exterior of the casing andnearer the open end of the housing than the casing, and means within thecasing selectively drivingly associating the rst gear or the second gearwith the driven part, and means drivingly connecting the driving partand the coupling unit and comprising a third gear adapted to be mountedon and drivingly connected to the driving part, a fourth gear meshingwith the third gear, a fifth gear meshing with the first gear, a sixthgear meshing with the second gear and being smaller than and fartheraway from the open end of the housing than the fifth gear, and meansassociating the fifth and sixth gears in driving association and axialalignment with the fourth gear; the combination with the end member andthe connecting means, of means mounting the connecting means on the endmember for enabling the end member and the connecting means to beremoved as a unit for providing access within the housing to thecoupling unit.

15. In the assembly specified in claim 14, the housing being formed witha delivery portion for a supercharger adapted to be connected to thedriven part, the delivery portion having a cylindrical wall receivingthe casing of the coupling unit.

16. In a hydraulic transmission, a housing having one end open and theopposite end provided with an aperture, a first drive shaft positionedin the aperture, an hydraulic coupling positioned within the hosing andhaving a first drive element at one end extending to the housingaperture and into driving engagement with the first Y shaft, saidhydraulic coupling also having a second drive element at its oppositeend, an end plate covering the said ope-n end of the housing Aandprovided with an opening, a second drive shaft positioned in theopening, gearing mounted on the inner wall of the end plate and engagingthe said second drive shaft and the said second drive element of thehydraulic coupling so as to transmit drive therebetween and adapted tobe disengaged from the second drive element of the hydraulic couplingupon detachment and removal of the end plate from the housing, a conduitextending from the hydraulic coupling toward the opening in the endplate in alignment with the second drive shaft, and duct means formed insaid end plate and the gearing carried thereby and registering with saidconduit to provide a fluid connection for the hydraulic coupling.'

LUDGER E. LA BRIE.

REFERENCES CITED The following references are of record in the le ofthis patent:

UNTTED STATES PATENTS Number Name Date 1,104,736 Schneider July 21, 19141,354,717 Bertels Oct. 5, 1920 1,577,004 Turney Dec. 23, 1922 1,678,582Allen July 24, 1928 2,063,471 Stedefeld Dec. 8, 1936 2,091,637 Hoffmanet al. Aug. 31, 1937 2,150,151 Burrows Mar. 16, 1939 2,194,949 LysholmMar. 26, 1940 2,210,855 Halford Aug. 6, 1940 2,306,233 Smith Dec. 22,1942 FOREIGN PATENTS Number Country Date 366,358 Italy Dec. 24, 1938399,133 Germany July 28, 1924 i. Certificate of Correction l Patent No.2,483,977 October 4, 1949 LUDGER E. LA BRIE It is hereby certified thaterrors appear in the printed specification of the above numbered patentrequiring correction as follows:

Column 1, line 41, strike out the Word and; column 12, line 62, forof,rea.d for; column 14, line 13, for hosing read housing;

and that the said Letters Patent should be read with these correctionsthereiny that the same may conform to the record of the case in thePatent Ofice.

Signed and sealed this 31st day of January, A. D. 1950.

THOMAS F. MURPHY,

Amatant Oommn'oner ol Patente.

